Attachment 7_SBIS CONOPS Supplement_20210609.pdf

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Attachment 7 – SBIS Concept of Operations (ConOps) Supplement

1. BACKGROUND

The Federal Aviation Administration (FAA) Surveillance and Broadcast Services (SBS) program office was created in 2005 to manage a program that enabled the air traffic control (ATC) system to migrate from one that relied on radar technology to a system that uses precise location data from the global positioning satellite network. The cornerstone of this technology is Automatic Dependent Surveillance Broadcast (ADS-B) which uses global positioning satellite (GPS), aircraft avionics, and a ground radio unit information to relay more accurate and more frequent aircraft status messages to air traffic control automation systems. With this technology, both controllers and pilots see radar-like displays of highly accurate traffic data. The system also provides pilots access to weather services, terrain maps, and flight information services.

SBS successfully completed deployment of the ADS-B into the National Airspace System (NAS) prior to the January 2020 14 CFR 91.225, ADS-B Out equipment and use mandate date.

2. INTRODUCTION

The FAA is in the process of developing the Surveillance Broadcast and Information Services (SBIS) ConOps document to describe the current “As-is” SBS Operations and the “To-be” Operations envisioned for SBIS. The purpose of this attachment is to give industry partners a look into new enhancements and expanded services that are being considered for inclusion in the new SBIS ConOps beyond those described in the original SBS ConOps provided as Attachment 2.

In effect, the SBIS ConOps will be a time-shifted update to the SBS ConOps document. For example, the SBS ConOps “Section 2.1 Current Environment”, describes surveillance services as they were provided prior to SBS - by en route and terminal primary and secondary radar systems.

By contrast, the SBIS ConOps analogous “Section 2 ‘As-is’ Operations” will generally describe the current surveillance system operations where ADS-B is now the preferred surveillance source backed up by the primary and secondary radars. The surveillance and broadcast services that exist today, ADS-B, ADS-R, ADS-SLR, TIS-B, and FIS-B, as will the ADS-B In applications will all be included in the SBIS ConOps ‘As-is’ operations. SBIS “As-is” operations are described in Section 3 of this attachment.

The bulk of new content in the SBIS ConOps will be in “Section 3, ‘To-be’ Operations” of that document, where the SBIS Enhancement and their corresponding operational scenarios will be described. While the operational scenarios are still under development, the envisioned SBIS Enhancements are listed in Section 4 of this attachment.

The FAA is exploring areas where there may be opportunities for innovation for the SBIS acquisition. Innovation areas and their corresponding operational scenarios identified as in-scope for SBIS will be included in the SBIS CONOPS. Innovation opportunities are listed in Section 5 of this attachment.

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3. AS-IS SBS SERVICES

As-Is SBS Services will continue under the SBIS program. SBS provides the following services to all U.S. controlled airspace, including Contiguous United States (CONUS), Outside Contiguous United States (OCONUS), off-shore (Gulf of Mexico and Miami) and oceanic areas:

a. Surveillance Services

Automatic Dependent Surveillance-Broadcast (ADS-B)

ADS-B provides an aircraft's identification, velocity, ground speed, and derived heading to air traffic controllers, as well as data for flight tracking, planning, and dispatching. Currently, ADS- B services integrate with surface, terminal, en route and oceanic environments and select remote, mountainous, and offshore areas, such as the Gulf of Mexico, Alaska, and the Caribbean.

Since January 1, 2020, aircraft operating in most controlled U.S. airspace are required to be equipped with ADS-B Out avionics capable of transmitting the required ADS-B message set in the correct form, intervals, and on the appropriate frequencies. ADS-B services currently integrate with:

• Automation platforms at 24 en route control facilities, three oceanic Air Traffic Control (ATC) facilities, 147 Terminal Radar Approach Control facilities, and 11 Department of Defense (DoD) Radar Approach Control facilities. The FAA is working to expand to additional DoD facilities.

• Surface surveillance applications at 44 airports. The FAA may expand to 10 additional airports in the future.

• Three of Mexico/SENEAM’s ATC facilities, which utilize three radio sites in Mexico.

Wide Area Multilateration (WAM)

WAM provides surveillance of 1090ES, Universal Access Transceiver (UAT), Mode Select (Mode S) and Air Traffic Control Radar Beacon System (ATCRBS) equipped aircraft to air traffic controllers. WAM requires no changes in current aircraft equipage. WAM services are required in select areas in Alaska, California, Colorado, North Carolina, Georgia, and New York/New Jersey, with options to add additional areas throughout the NAS.

b. Broadcast Services

Traffic Information Services-Broadcast (TIS-B)

TIS-B provides ADS-B In equipped aircraft with a more complete traffic picture in situations where not all nearby aircraft are equipped with ADS-B Out. This is an advisory only application to enhance a pilot’s visual acquisition of other traffic, as provided by ADS-B and other surveillance sources. TIS-B supports various ADS-B In applications, as described in Attachment 7: SBIS Concept of Operations Supplement.

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Flight Information Services-Broadcast (FIS-B)

For aircraft with 978 MHz UAT receive capabilities, FIS-B provides pilots and flight crews the ability to display certain aviation weather and aeronautical information. This is an advisory only application. At present, more than 120,000 aircraft are ADS-B In equipped on either 1090ES or UAT, of which approximately 110,000 can receive FIS-B on UAT.

Automatic Dependent Surveillance-Rebroadcast (ADS-R)

The ADS-B equipage rule allows two link technologies, therefore aircraft equipped with a single link technology input cannot receive ADS-B transmissions from the other link technology. The ADS-R service provides a cross-link interface between aircraft operating on different link technologies. In defined airspace regions, the ADS-R service will receive ADS-B transmissions on one link and retransmit them on the complementary link when there is an aircraft operating with the complementary link technology in the vicinity.

ADS-R supports various ADS-B In applications, as described in Attachment 7: SBIS Concept of Operations Supplement.

Automatic Dependent Surveillance-Same Link Rebroadcast (ADS-SLR)

ADS-SLR is an extension of the ADS-R service to provide aircraft a complete view of the proximate traffic when operating in surface service volumes (where buildings, multipath interference, etc. inhibit line of site for clients to receive ADS-B broadcasts directly from transmitting aircraft on the same data link). ADS-SLR supports various ADS-B In applications, as described in Attachment 7: SBIS Concept of Operations Supplement.

Automatic Weather Observation System (AWOS)

AWOS is currently the FAA’s preferred method of weather reporting. The SBIS solution will include provisions for AWOS with capabilities for reporting weather information in support of helicopter Visual Flight Rule (VFR) and Instrument Flight Rule (IFR) operations in the Gulf of Mexico.

c. ADS-B In Applications

The following ADS-B In Applications rely on data provided by the SBS solution as it has matured and will be included in “Section 2 ‘As-is’ Operations” in the new SBIS ConOps.

Enhanced Visual Acquisition (EVAcq) and Basic Airborne Situation Awareness (AIRB)

The objective of this application is to provide enhanced traffic situational awareness to flight crews to increase the safety and efficiency of flight operations. This application is the most basic Aircraft Surveillance (AS) application and is used as the foundation for other applications. The application uses a cockpit display to provide the flight crew with a graphical depiction of traffic using relative range and bearing, supplemented by altitude, flight ID and other information. It is used to assist the out-the-window visual acquisition of airborne and surface traffic for enhancing flight crew situational awareness and air traffic safety in the NAS. Flight crews using this application will refer to the display during the instrument scan to supplement their visual scan.

The display enables detection of traffic by the flight crew and aids in making positive identification of traffic advised by ATC. In addition, the information provided on the display

SBIS RFI-2 Attachment 7 4 reduces the need for repeated air traffic advisories and is expected to increase operational efficiencies.

Traffic Situation Awareness–Basic

This is a background application that runs at all times without flight crew input and it does not require flight crew or automated traffic selection. However, the application permits specific traffic selection enabling the flight crew to determine additional information beyond that which is displayed by default, e.g., relative speed.

Basic Surface Situation Awareness (SURF)

The objective of the SURF application is to reduce the potential for deviations, errors, and collisions through an increase in flight crew situational awareness while operating an aircraft on the airport movement area. Flight crews will use a cockpit display to increase awareness of other traffic positions on the airport movement area. Additionally, the display may be used to determine the position of ground vehicles, e.g., snowplows, emergency vehicles, tugs, follow-me vehicles, and airport maintenance vehicles.

Visual Separation on Approach (VSA)

This application is intended to enhance successive approaches for aircraft cleared to maintain visual separation from another aircraft on the approach. The goal is to maintain visual approach procedure operation arrival rates even during periods of reduced visibility or obstructions to vision (e.g., haze, fog, and sunlight). To achieve this objective, a cockpit display of nearby traffic will support flight crews. This will provide continually updated identity and position information to assist the flight crew with achieving and maintaining visual contact with relevant traffic. To assist flight crews in monitoring their distance from the preceding aircraft, this application will provide an additional information such as range and speed. The display is also used to monitor aircraft on approach to parallel runways.

ADS-B Traffic Advisory System (ATAS)

The objective of this application is to provide enhanced traffic situational awareness to flight crews in the vicinity of an airport, increasing the safety and efficiency of flight operations. This application adds an airport map to the Traffic Situation Awareness–Basic application capable of displaying traffic and own-ship from the surface to 1500 feet above the airport encompassing the airport traffic pattern, generally within 5 miles of the airport.

The flight crew will use the application to aid in detection of traffic related safety hazards on taxiways and runways including aircraft on final approach. This assists the flight crew with early detection of traffic conflicts and runway incursions. The displayed information may assist the flight crew in the decision-making process in order to take the most effective action. This application may also be used in conjunction with controller use of aircraft flight ID to assist the flight crew in determining the position of other taxiing aircraft or ground vehicles, simplifying taxi and sequencing instructions. The improved situational awareness will be most apparent in low visibility conditions, at night, and/or where a portion of a runway is not visible from the takeoff or runway crossing position, even in good visibility. This application contains elements of two applications previously known as Airport Surface Situational Awareness and Final Approach and Runway Occupancy Awareness.

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Cockpit Display Terminal Information Assisted Visual Separation (CAVS)

The objective of this application is to augment the flight crew’s ability to maintain visual separation and traffic situational awareness by enabling selection of a target aircraft for tracking during visual approach operations increasing the safety and efficiency of air traffic and flight operations. This delegation of the basic separation task assigned to the pilot is expected to function as today’s visual separation. This allows controllers to manage the overall flow of traffic and delegate separation to the flight deck when it is operationally advantageous to do so.

When pilots accept a CAVS clearance, they will operate at a safe interval behind Traffic To Follow (TTF) and use the cockpit display of traffic information (CDTI) tools to manage the interval. If the flight crew is unable to maintain a safe interval for any reason (for example, loss of the displayed TTF) they will immediately advise air traffic control (ATC), just as is done today during visual separation operations. If runway separation is at risk, ATC will issue instructions as required.

CAVS enables pilots to accept the responsibility of maintaining separation from other aircraft with the aid of a CDTI. It is somewhat similar to the Airborne Traffic Situational Awareness for Enhanced Visual Separation on Approach (ATSA–VSA). However, the fundamental difference between CAVS and VSA is that CAVS allows the flight crew to use the information provided by the CDTI for the traffic-to-follow (TTF), after visual TTF acquisition and cross correlation on the CDTI, as a substitute for out the window information. Once the TTF has been acquired by correlating the traffic on the CDTI with a visual acquisition of the traffic out-the-window, the use of CAVS can continue through the use of the traffic display when the traffic information out-the-window is no longer available (for example, lost in lights during approach at night). CAVS procedures conducted in conjunction with existing visual arrival clearances will not require any additional infrastructure or modification to ATC procedures.

The CDTI provides situational awareness and optimizes the visual approach, providing pilots with the ability to identify TTF more readily and positively, and to help maintain visual separation requirements during day and night Visual Meteorological Conditions (VMC). Flight crews using this application will refer to the display during the instrument scan to supplement their out-the-window visual scan. The display enables detection of traffic by the flight crew and aids in making positive identification of traffic advised by ATC. In addition, the information provided on the display reduces the need for repeated air traffic advisories and is expected to increase operational efficiencies.

4. SBIS ENHANCEMENTS

The SBIS program will update specific requirements to improve and enhance operational performance:

Minimum Operational Performance Standards (MOPS)

The new 1090MHz Extended Squitter MOPS (DO-260C) will support increased maximum squitter rate, which results in new additional data fields in the ADS-B messages. The addition of a new data channel, known as Phase Overlay, makes this possible. The new transmitted messages may include parameters such as weather messages, interrogation and reply monitoring, UAS contingency messages when command and control data link is lost, high altitude – high velocity extended squitter and others. Among these parameters, the ADS-B Weather Messages

SBIS RFI-2 Attachment 7 6 will require the highest broadcast rate need, while other transmitted parameters should have no impact on the average 1090ES rate. SBIS will need to receive and process this new information.

Updated Interfaces

The FAA is continuing its move toward the use of All Purpose Structured Eurocontrol Surveillance Information Exchange (ASTERIX) over Internet Protocol (IP) as it transitions away from legacy radar interface protocols. As such, SBIS will need to support ASTERIX (Category 048 and 062) as well as other data message formats for services that employ radar data.

Alternate Position Navigation and Timing (APNT)

The global positioning system (GPS) is the primary technology to provide positioning, navigation and timing capabilities for the surveillance and broadcast services. The widespread adoption of GPS and the distance that radio waves must travel has the potential to expose systems to unintended or malicious signal jamming. The FAA has responded to potential vulnerabilities by requiring system owners to migrate from the use of time and frequency based systems dependent primarily upon GPS, Global Navigation Satellite System (GNSS), and/or Satellite Based Augmentation System (known in the U.S. as Wide Area Augmentation System, or WAAS) to a National Institute of Standards and Technology (NIST) or United States Naval Observatory (USNO) traceable source provided by resilient FAA enterprise timing systems and/or services.

SBIS will require the use of an alternate timing source, independent of GPS or GNSS, to provide an accurate, redundant and resilient system, further enhancing the safety in the event that satellite based timing becomes unavailable for critical surveillance needs.

Executive Order 13905, Strengthening National Resilience Through Responsible Use of Positioning, Navigation, and Timing Services, and FAA Order 1770.68, Selection and Use of Time and Frequency Sources for all Systems, Services, and Applications Supporting NAS Operations will govern the implementation of alternate timing sources for FAA systems, services and applications.

In addition, the Department of Transportation (DOT) is in the process of defining the requirements and parameters for Reference Timing. Specific requirements are not yet available, however the DOT/Volpe FY'18 NDAA Section 1606 DOT Report to Congress is available via link below:

https://www.transportation.gov/administrations/assistant-secretary-research-and-technology/complementary-pnt-and-gps-backup

ADS-B Surface Expansion

The FAA is exploring the ability to provide a lower cost Airport Service Surveillance Capability (ASSC) to smaller airports using only ADS-B data (i.e., non-MLAT/SMR configuration). The FAA sees this as an opportunity for substantial savings for providing surface surveillance to smaller airports.

https://www.transportation.gov/administrations/assistant-secretary-research-and-technology/complementary-pnt-and-gps-backup https://www.transportation.gov/administrations/assistant-secretary-research-and-technology/complementary-pnt-and-gps-backup

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Surveillance Services for Remote Towers

The FAA is exploring using unmanned remote towers with a combination of optical cameras, SMR, ADS-B, and/or other surveillance capabilities. Surveillance information from remote towers would be linked over to displays at manned operational facilities. The surveillance information could be used to provide a more cost-effective display solution at smaller towers.

WAM Expansion (en route and terminal WAM service volumes)

Expanding the option to provide WAM services to all service volumes would provide non-GPS dependent backup services to ADS-B and an alternative to deployment of secondary radar.

Expansion of Reduced 3NM Separation throughout En Route Airspace

Currently 3NM separation is permitted using ADS-B within en route airspace at Flight Level 230 and below. Additional efficiency benefits can be obtained for the aviation user community by expanding the airspace where ADS-B can be used for 3NM separation to all en route airspace including that above FL 230. This effort necessitates changes in performance requirements for en route service volumes to provide ADS-B updates at 3 seconds (95%) or better in all 1090 MHz interference environments. The ADS-B position validation capabilities will be required to utilize thresholds applicable for 3NM airspace. FAA automation systems would also need to be updated to ensure that conflict alert and conflict probe thresholds are adjusted appropriately to support reducing separation in the airspace above FL 230.

Gulf of Mexico

ADS-B and AWOS services are currently provided in the Gulf of Mexico. This airspace has a large amount of commercial air traffic and helicopter traffic to and from oil platforms. ADS-B surveillance has significantly improved safety and efficiency for all operations in airspace where radar was never possible. As additional platforms are deployed in the regions, services in the Gulf of Mexico will expand.

Information System Security

The SBIS program will need to implement security controls based on Federal Information Publication Standard 199 (FIPS-199) High Security Categorization level and comply with the FAA Security Authorization Handbook, FAA Order 1370.121, National Institute of Standards and Technology (NIST) Special Publication (SP) 800-18, Guide for Developing Security Plans for Federal Information Systems, and NIST SP 800-53, Security and Privacy Controls for Federal Information Systems and Organizations. An information security management program will be required to support activities necessary to achieve annual system authorization.

Supply Chain Risk Management

A Supply Chain Risk Management program will be required to ensure that all services, equipment, components, and other supplies used to meet the SBIS requirements are available as

SBIS RFI-2 Attachment 7 8 needed. Vendors will be required to have a diverse set of suppliers for all critical system components.

Contingency / Disaster Recovery Planning

A resilient NAS is one which effectively prepares for and adapts to changing conditions, and withstands and recovers from deliberate attacks, accidents, and naturally occurring threats or incidents. Critical resiliency objectives are to identify and disrupt threats to NAS infrastructure, reduce vulnerabilities, minimize consequences, and hasten response and recovery from service impacting events. As such, key principles for building resiliency into the NAS include redundancy, diversity, separation, transparency, response, and recovery.

5. FUTURE OPPORTUNITIES FOR INNOVATION

SBIS will need to support an evolving NAS. The FAA is exploring areas where there may be opportunities for innovation for the SBIS acquisition. Innovation areas identified as in scope for SBIS will be included in the SBIS CONOPS. Possible innovation opportunities include:

Oceanic and Remote Service Coverage

Services may be provided by satellite-based infrastructures in oceanic airspace and remote airspace (airspace in which deploying a ground-based infrastructure is challenging, due to mountains, water, etc.). Services may include:

• ADS-B – ADS-B messages broadcast by aircraft over the 1090 MHz Extended Squitter (1090ES) data link are received by the space-based infrastructure and delivered to ATC for use in separation assurance and other services. The ADS-B messages can also be received by other aircraft to support cockpit-based applications.

Note: The other data link approved for use in the NAS is UAT, as defined in DO-282B.

The FAA would be interested in potential support for the UAT data link, as well.

• Passive Wide Area Multilateration (PWAM) – Three or more receivers on different satellites measure the time-of-arrival of the same ADS-B message. Aircraft position is determined by joint processing of the Time-Difference-of-Arrival (TDOA) measurements computed between a reference and the receivers measured time-of-arrival at a central location. Only one message need be received at three or more receivers within an update interval for accurate position determination. Aircraft identity and barometric altitudes are determined by decoding the ADS-B messages.

Attachment 9: SBIS Oceanic ADS-B Service Specification contains draft oceanic requirements.

Gulf of Mexico

ADS-B and AWOS services are currently provided in the Gulf of Mexico. This airspace has a large amount of commercial air traffic as well as helicopter traffic to and from oil platforms.

ADS-B surveillance has significantly improved safety and efficiency for all operations in this airspace, where radar was never possible. The existing surveillance equipment is located on oil platforms, which are not static. Oil platforms may be decommissioned which may create

SBIS RFI-2 Attachment 7 9 coverage gaps. Additional platforms may be deployed which may result in migration and possibly expansion of services in the region. Oil platforms create deployment challenges, as they are difficult to access and have space and power limitations. Additionally, the locations of the platforms do not always align with Air Traffic needs. The FAA is exploring opportunities to increase availability, resiliency, and coverage to improve operational performance in the Gulf.

Additional details are provided in Attachment 3: Gulf of Mexico.

Surveillance Processing and Networking (SPaN)

The FAA is exploring plans to develop surveillance processing applications and a surveillance network. The SPaN would manage and process surveillance (ADS-B, WAM, and radar) information for distribution to subscribing users, such as ATC facilities, pilots, airlines, airports, commercial space, UAS, and Unmanned Traffic Management (UTM) operators.

SPaN would enhance the FAA’s surveillance processing and networking capabilities and broaden the surveillance infrastructure. SPaN could increase data distribution capabilities, allowing new applications to enhance surveillance services. The FAA envisions additional processing applications and capabilities, such as:

• Centralized Surveillance Tracking Service (CSTS) – A multi-sensor fusion tracking function that receives surveillance reports from multiple sensors (radar, ADS-B, WAM), and combines those surveillance reports into a single trajectory for each target. This fusion tracker will generally provide more rapid track initiation and higher update rates than a single sensor alone, and potentially more accurate target position and velocity estimates. This service publishes aircraft trajectories that are utilized by various consumers such as ATC, extensible Traffic Management (xTM) operators, engineers, and technicians, etc.

• Advanced surveillance applications that support Trajectory Based Operations would utilize trajectories from the CSTS to support enhancements to metering, spacing, and sequencing of aircraft.

• Inter-sensor coordination applications provide the ability for sensors to coordinate their activities, such as identifying the best sensor(s) to interrogate an aircraft’s transponder, determine sensor sets that process and distribute an aircraft’s ADS-B data, or determine appropriate sensors to perform multilateration processing for a particular aircraft.

• Distributed cooperative and non-cooperative sensors that are not collocated may need to be integrated in the SPaN network. A sensor data integration application to support this architecture would entail merging non-cooperative and cooperative sensor data and supporting the optimization and adaptation of sensors through the sharing of other cooperative and non-cooperative data.

• Integration of xTM surveillance and telemetry data, such as that from spacecraft and UTM, with SPaN provides opportunities for applications that optimize airspace utilization or support alerts to Air Traffic Management (ATM) for non-nominal operations of these type aircraft / vehicles.

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• A centralized service monitoring application would provide the ability to evaluate surveillance at a service level, in lieu of a system level. This would allow system operators and maintainers to get a true understanding of the services available and prioritize maintenance and repair operations.

Results from innovations offered by SPaN are expected to enhance efficiency and resiliency.

These innovations are expected to improve:

• Regionalized Processing

• Surveillance Data Processing

• Flight Data Processing

Surveillance Services for Manned VFR Towers

The FAA is exploring whether SBIS can provide situational awareness displays and surveillance data for small Federal and Contract towers.

Enhanced Weather/New FIS-B Products

The FAA believes there is an opportunity for innovation with respect to additional FIS-B weather products and/or other airspace products, such as bird strikes and other airspace information. FIS-B advancements could allow for a more complete weather picture in areas such as Alaska, Hawaii, the Gulf of Mexico, and other off-shore locations that do not have the full range of weather products available in CONUS. Innovation could also add additional features to the suite of FIS-B products to users of the service.

Incentives to Support Commercial Space Evolution

Improved capabilities to track commercial spacecraft would provide benefits to both the FAA and commercial space operators. Better tracking improves the FAA’s ability to manage airspace.

Access to real-time ADS-B data provides operators a more complete picture of the airspace in which they are operating. ADS-B would provide ATC improved visibility and allow for better airspace management.

Incentives for commercial spacecraft operators to equip with ADS-B would provide real-time surveillance information to both ATC and the operators.

Surveillance Architecture

The FAA plans to evolve the NAS surveillance architecture to an open, standards-based, modular architecture. The SPaN would be the backbone of this modern architecture. Anticipated benefits from a modernized architecture include:

• Reducing costs to develop, operate, and sustain NAS surveillance and automation systems

• Reducing time to develop, integrate, and deploy new capabilities

• Leveraging commercial industry best practices

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• Establishing a broad industry base to support the FAA across a range of development and deployment capabilities

Future SBIS Enabled Applications

The FAA is exploring future SBIS enabled applications, expanded services and capabilities, and the associated operational scenarios. Examples of possible applications include:

• Applications enabled by the MOPS Revision C requirements, including 1090MHz Phase Overlay (both receive and transmit capabilities)

• Alternate Position Navigation and Timing (APNT) – For example, in support of internal system utilization and possibly the broadcast of a reference timing signal

• Alternate Timing Broadcast Services (TBS) and Navigational Broadcast Services (NBS)

– Utilization of uplink services over UAT or 1090ES to provide operators and other external users a timing transmission (e.g., FIS-B transmission calibrated to the UTC second) or providing an aircraft its non-ADS-B surveilled position when the GPS navigation source is lost (e.g., a TIS-B like report)

• Surveillance Services supporting remote towers – Remote tower feeds such as those at Leesburg, VA and Ft. Collins, CO

• Surveillance Services supporting commercial UAS and UTM operators

• Service volume coverage expanded into Upper Class E (flight level (FL) 600 ->

FL33000) – supporting surveillance of commercial space

• Integration of 3rd party non-Federal systems, such as those at Truckee, CA and Mexico

• Enhanced uplink of weather, such FIS-B, and possibly using the DO-260C phase overlay

• Delivery of a fused surveillance product (ADS-B, radar, and Flight Plan data) for traffic management and situational awareness applications

• Other surveillance functions supporting legacy radar divestiture – For example, back feed of cooperative data to non-cooperative sensor for reinforcement